Automatic railway safety-gate.



PATBNTBD MAR. 6, 1906.

H. E. BARTLBTT. AUTOMATIC RAILWAY SAFETY GATE.

APPLIGATION FILED APB. 4, 1905.

8 SHEETS-SHEET 1.

RG@ @n No. 814,012. PATENTSD MAR. 6, 1906. H. E. BARTLETT.

AUTOMATIC RAILWAY SAFETY GATE.

APPLIUATION FILED APB,.4,19\1.

3 SHEETS-SHEET 2.

b9 @W @W 110.314.012. PATENT@ 1mm, 1906. H. E. BARRETT.

AUTOMATIC RAILWAY SAFETY GATE.

urnmrrrox nur: un. 4. i905.

HENRY E. BARTLETT, OF CHCAGO, ILLINOIS.

AUTOMATIC RAiLWAY SAFETY-GATE Speeication of Letters Patent.

Patented March 6. 1906.

Application filed April 4,1905. YSerial No. 253,770.

To all whom t may concern.-

Beit known that I, HENRY E. BARTLETT, a citizen of the United States, residing at Chi cago, in the county of Cook and State of Illincis, have invented certain new and useful Improvementsin Automatic RailwaySafety- Gates, of which the following is a specifica tion.

The object of this invention is to construct an automatic railway safety-gate adapted to be operated by means of liquid carbonio-acid lgas or similar fluid under pressure; and the invention more particularly relates to the devices employed for utilizing the fluid-pressure and to the system of electric circuits employed for actuating the gate-controlling mechanism simultaneously with the passage of a train onto the linecontacts- The invention also relates to the mechanism employed for timing the closing of the gates and to the provision of circuit-closers and circuit breakers for holding the gates closed for a predetermined period of time and allowing them to rise after the passage of a train over the crossing.

The invention further relates to the means employed for preventing the operation of the gates by a departing tra-in and the means em `ployed for actuating the gates by the approach of a train from either direction.

The invention finally consists in the features of construction and combination of parts hereinafter described and claimed.

In the drawings illustratin the invention, Figure 1 isadia rammatical pan view of aseotion of track an road-crossing,showing the arrangement of circuits for actuatin the gates; Fig. 2, a view, partly in section, o one of the circuit-closers; Fig. 3, a top or plan view of the same; Fig. 4, a detail ofthe device for regulating the movement of the armature; Figs. 5 and 6 and 6, details of the dog and finger for controlling the same; Fig. 7, a side elevation of one of the circuit-breakers; Fig. V8, a top or plan view of the same Fig. 9, an enlarged detail of the support for pivoting the lever carrying the armature; Fig. 10, a view showing the interior of the gate box and mechanism therein contained; Figs. 1l and 12, sectional elevations of the valve-re ulating mechanism for controlling the How o fluidpressure, and Fig. 13 an enlarged sectional view of the pressure-reducer.

In Fig. 1 of the drawin s, l indicates a section of track, and 2 a rca crossing the track, and at a suitable proximity to the road-cross ing are located the gate-boxes 3, which contain the gate-operating mechanism hereinafter described. At a suitable distance on either side of the road-crossing, preferably a distance adapted to be passed over in about two minutes by trains running at ordinary speed,are located insulated primary contacts 4 and 5 in the companion rails and immediately opposite one another. These contacts may be either separate lates of metal adapted to be connected by t e tread of the wheels on a sin le truck of the train or they ma f be insulate sections of Ytrack, although 1t is sometimes impossible to employ sections of track Where block-signal or other similar, mechanism has been installed. The comeV panion contacts are adapted to be electricall connected by the wheels of a train, whic bridge the space between the rails and momentarily connect the contacts together.

Leading from the primary contact 5 on one side of the road-crossing is a line-circuit wire 6, which leads to a circuit-closer 7, adapted to close the valve-circuit for a predetermined period of time, which closer will be hereinafter described in detail, and the line-circuit is continued through a line-wire 6a, which leads Jfrom the circuit-closer to the com anion primary contact 5 at the opposite sidh of the road-crossing. The line-circuit is conipleted throu h a line-wire 8, which leads from one of t e primary contacts 4 to a battery 8a, which is connected, by means of a wire 8*,with a circuit-breaker 9, which is conA nected with the circuitcloser '7 by means of a section of wire 8C, and the circuit-closer '7 is connected, by means of a wire 8d, with acircuit-breaker 10, from which leads a Wire 8f, connecting with the primary contact 4 at the o posite side of the road-crossing and having t ierein a battery 11. 'The circuit-closer 7, which may be ter'med the valve-circuit closer, is adapted to close for a predetermined period of time a circuit for actuating the valve mechanism in the four rate-boxes, which circuit may be termed the valve-circuit, and is formed through the medium of wires 12 and 12 and a battery 13,whi'ch lead to the first valve-actuating mechanism 14, and the valve-circuit is continued through a wire 12b, leading to the second valve-actuating mechanism 14, which mechanism is connected with a third valve-actuating mechanism 14 by the wire 12C, and the third valveactuating mechanism is connected with a fourth valve actuating mechanism 14 by IIC means of a wire 12d. The valve-circuit is com letcd throu fh a pair ofwires 12e and 12T, the ormer of which connects the fourth valveactuatin mechanism with a circuit-breaker 15 and t 1e latter of which connects the circuit-breaker 15 with the circuit-closer 7, completing the valve-circuit through the four valve-actuating mechanisms and the circuitbreaker. The valve-closer 7 is also ada ted to close for a predetermined period a bel -circuit, which consists of a wire 16, battery 16, and wire 16, leading to the first bell 17, which bell is connected with the second bell 17 by means of a wire 16C, and the bell-circuit is com leted by means of a wire 16d, which leads ack to the circuit-closer 7.

In addition to the circuits heretofore described is a local circuit which is adapted to be closed by the passage of the train-wheels over a pair of secondary contacts 18 and 19, which are located at or very near the roadcrossing. From the contact 18 leads a wire 20 to a battery 20a, from which leads a wire 2Ob to a circuit-closer 21, and the local circuit is completed through a wire 20C, which returns to and connects with the secondary contact 19 for actuating the local-circuit closer by the passage of a train over the roadcrossing. The local-circuit closer is adapted to actuate the three circuit-breakers heretofore mentioned as circuit-breakers 9, 10, and 15, and all these circuit-breakers are positioned in a breaker-circuit which consists of wires 22 and 22a, between which is located a battery 22h, and the wire 22l1 connects with the circuit-breaker 9. The circuit-breaker 9 is connected with a circuit-breaker 15 by means of a wire 22", and the circuit-breaker 15 is connected to the circuit-breaker l() by means of a wire 22d, and the breaker-circuit is completed by means of a wire 22B, which leads back to the `local-circuit closer 21, so that the closing of the local circuit o erates the local-circuit closer and breaks t e circuits in which the respective circuit-breakers are located. For convenience the circuitbreaker 9 may be called the primary linecircuit breaker, the circuit-breaker 10 the secondaryJ line-circuit breaker, and the circuit-breaker 15 the valve-circuit breaker.

Before describing the construction of the circuit-closers, circuit-breakers, and valve a aratus it will be well to describe briefly tfie notion and operation of the several circuits herein described. When a train approaches the road-crossing from either direction-as, for instance, from the left-the contact of the wheels bridges the space between the primary contacts 4 and 5, thereby temporarily closing the line-circuit and operating the valve-circuit closer 7, which, as will be hereinafter explained, is constructed to o crate for a predetermined period of time. T e operation of the circuit-closer closes the valve and bell circuits through the four gate-boxes,

and unless otherwise interrupted, as will hereinafter appear, these circuits will remain closed for a predetermined period of time so long as the valve-circuit closer is in operation. The valve-circuit closer is timed to operatc sufficiently long to allow a train running an ordinary speed to pass the roadcrossing. If, on the other hand, the train passes over the space intervening between the primary contact and the road-crossing in a less period of time than the average, it is dcsirable to allow the gates to rise immediately after the passage of the train instead of waiting until the line-circuit closer has operated to its full extent. To accomplish this raising of gates, a local circuit is provided which is closed by the wheels of the train whenpassing the road-crossing and serves to operate the local-circuit closer 21, which operates for a predetermined period of time after the train has passed the crossing, and the operation of the local-circuit closer actuates the line-circuit breaker 10, which breaks the linecircuit for a sufiicient period of time to allow the departing train to pass beyond the primary contacts 4 and 5 on the farther side of the road-crossing, so that the gates will not be operated by a departing train. The local-circuit closer 21 also operates the valvecircuit breaker 15, which stops the operation of the valves immediately after the passage of the train over the road-crossing, thereby immediately allowing the gates to rise. The local-circuit closer also actuates the circuitbreaker 9, which is likewise in the line-circuit; but it is necessary to provide two circuit-breakers, since there are, in effect, two line-circuits running to the valvecircuit closer 7 from op osite directions.

A detai ed description of the circuit-closers 7 and 21 is as follows: Each of the circuitclosers consists of a pair of magnet-coils 23 and an arm 24, pivoted between needle-bearings 25 and having at its outer end a spring connection 26 for normally holding the arm raised. The arm carries at its opposite end a transversely-extending armature 27, adapted to be drawn down by the magnet-coils, and forwardly projecting from the armature is a fin er 23..k

he mechanism heretofore described is mounted upon a box 29, havingr therein a train of gears 30, 31, 32, and 33. The gear 30 is actuated by means of a coil-spring 34 in the usual manner and 1s mounted on a shaft 35, carrying a sprocket-wheel 36. The shaft 35 may be termed the "driving-shaft," and a shaft 37, upon which is mounted the gearpinion 33, may be termed the fan-shaft. Rotatably mounted around the fan-shaft is a sleeve 38, having at its lower end a sprocketwheel 39, and between the sprocket-Wheel 36 and the sprocket-wheel 39 is a sprocket-chain 4() for rotating the sleeve 38 at a speed substantially twice the speed of rotation of the IOO IIO

driving-shaft. The fan-shaft has mounted on its upper end a fan 41, which is adapted to revolve at a high rate of speed as com ared with the rotation of the surrounding s eeve, and at the same time the power exerted by the fan-shaft as compared with the sleeve will be in inverse ratio to their speeds ofrevou lution. The ian serves as a governor for regu lating the speed of the fan-shaft and gearing. The fan-shaft has ri idiy secured thereto a toothed wheel 42, an the sleeve has rigidly secured thereto an arm 43. (Best shown in Fig. 5,) The arm has pivoted thereto a dog 44, the tooth 45 of which is adapted to engage with the toothed wheel. The rear end ofthe dog outwardly projects be 1ond the arm 43 and terminates in a pair of ngers 46 and 47 in the valve-circuit closer and 46a and 47 in the local-circuit closer, the former of which in each case has a greater vertical elevation than the latter, as shown in Figs. 6 and 6a, and between the fingers is a space 48, into which normally projects the linger 28 on the armature. 'Vhen the armature is raised, the finger 28 will contact with the nger 46, thereby preventing the movement of the arm 43 and forcing the tooth of the contact into an engigement with the toothed wheel, which loc s the fan-shaft and prevents further rotation. The sleeve has mounted thereon a disk 49, of conductive material, such as brass, in the periphery of which is a block of rubber or other non-conductive material 50, which coperates with a metallic brush 51, secured to a binding-post 52. The brush 51 coperates with a brush 53 in contact with the sleeve 38 or other portion of the metallic structure, and said brush is secured to a binding-post 54, to which binding-posts are secured the wires forming the circuits, which are intended to be closed by the operation of the circuit-closer. In the case of the valvecircuit closer 7 the Wires composing the vaive and bell circuits are secured to said bindingposts, and in the case of the local-circuit closer the wires leadin to the circuit-breakers are secured to the inding-posts. When the armature is raised, the brush 51 will rest in contact with the insuiating-bioek 56, thereby holding the circuit open; but when the armature is depressed by the closing of the line-circuit from either end the nger on the armature will be thrown down out of contact with the dog 44, releasin the'dog from engagement with the whee on the fan-shaft and allowing the revolution of the sleeve and disk 49, which is secured thereto, and the disk will move during a predetermined period of time a single revolution, during which time the brush 51 will he in contact with the conductive metal of the disk and the circuit will be closed. If for an reason a train should stop for a considerah e length of time on the primary contacts, thereby keeping the linecircuit closed, the movement of the disk wiil be stop )ed after one revoiution by the abutmentoi the lower tooth 47 against the finger 28, which when the armature is deressed will lie in the path of travel of the @wer finger. When the circuit is subsequentiy broken by the passage of the train off of the primarycontacts, the finger 28 will again rise, allowing the disk to revolve slightly until the upper iinger 46 is brought into engagement therewith, thereby finally stopping the movement of the disk. In either position, however, the brush 51 will rest upon the non-conductive block 50, so that the circuit through the metallic disk Will be broken. In the circuit-closer21 the fingers 46a and 47a are similar to fingers 46 and 47 but their position is reversed.

The circuit-breakers 9, 10, and 15 each consists of an electromagnet 55, which is adapted to be energized to draw down an armature 56, mounted on an arm 57, pivoted within a yoke 58, and the armature end of said arm is normally raised by a Weight 59. In the center of the arm is a metallic contactpoint 60, insulated by a surrounding block 61, of insulating material, and to the contactpoint leads a Wire 62, connecting with a binding-post 63, to which is secured one of the circuit-Wires composing the circuit within which is located the circuit-breaker. Immediately above the movable contact-point is a fixed contact-point 64, the position of which may be adjusted by means of an ad- 'usting-screw 65, mounted within an overanging upright 66, to the hase 67 of which is secured a Wire 68, leading to the bindin post 69, which is a companion to the bin ing-post 63, and serves as an attachment for the companion circuit-wire. When the arm 57 is held normally raised, the circuit will be closed through the movable and fixed contact-points and will remain closed until the electromagnets are energized, drawing down the armature and breaking the circuit.

Each of the four gates is mounted on a gate-box 7U, of suitable size and shape, through which passes a gate-shaft 71, having mounted thereon a segmental sprocketwheel 72, over which passes a sprocket-chain 73, connected with a piston-rod 74, having on its end a piston 75, mounted within a cylinder 76, secured to the gate-box. The piston is actuated by means of liquid carbonio-acid gas or similar Huid-pressure stored up inthe pressure-tank 7 7 from whichleads a pressuresupply pipe 78 to apressure-reducer 79, which consists of a easing 8), into the end of which is entered the pressure-pi e 78 and which is closed at its opposite end ymeansof acap 81, leaving on themterior a chamber 82, to which iead smali passages 83, communicating with the rassure-supply pipe 7 8. The chamberSZ has eading therefrom aV bore 84 in line with the pressure-pipe 78 ,within which bore is entered a valve-stem 85, tapered at its end 86, and said IIO valve-stem connects with an enlarged piston 87, adapted to move within the chamber 82. The cap 8l has entered thereinto a reducedpressurc pi e 88, leading to an actuatingvalve, whicli valve consists of a shell or casing 90, closed at its upper end by means of a cap 91, and said casing has entered thereinto at one side a pressure-discharge pipe 92, having suitably located therein a valve 93 for regulatin the flow of pressure, which pipe leads to t 1e upper end of the operating-cylinder 76, so that when pressure is admitted above the piston 75 the piston will be forced down to actuate the segmental wheel and gate-shaft, causing the gates to descend.. 'lhe valve-casing 90 has on its interior a central chamber 94, an upper chamber 95, and a lower chamber 96, the upper and lowerchambers being separated from the central chamber by annular flanges 97 and 98, respectively. fithin the casing is a valve-stem 99, having at its upper end an enlar ed head 100, adapted when depressed, as siown in Fig. 11, to set against the annular flange 97, and below the annular flange on the valve-stern is a collar 101, adapted when the valve-stem is raised, as shown in Fig. 12, to set against the lower annular flange 98. movement of the valve-stem is regulated by means of a lever 102, pivoted at a point 103 between ears 104 on the wall of a cylindrical base or support 105, and the outer or free end of the lever is adapted to be normally held raised by the tension of a spring 106 and the pressure on the head 100. The outer or free end is located innnediatelv above the core of an electromagnet 107,which when energized is ada ted to draw down the end of the lever out of t ie position shown in Fig. 11 into the position shown in Fig. 12.

` In operation, when the valve-circuit has i been closed, as heretofore described, the electromagnet 107 in each of the four gate-boxes will be energized, drawing down in each case the lever 102, which raises the valve-stem 99, unseating the head 100 and allowing the pressure to flow from the pipe 88, through the upper chamber 95, to the middle chamber 94, and thence through the pipe 97 to the cylinder 76 to actuate the piston therein and raise the ate. When the valve-circuit is broken eit er by the complete revolution of the disk on the circuit-closer 7 or by the action of the valve-circuit breaker 15, the electromagnets 107 in each of the rate-boxes will be de'e'nergized, allowing the lzever 102 to be thrown up into the position shown in Fig. 11, which seats the valve-head 100, thereby shutting off the supply of fluid-pressure and at the same time unseating the collar 101, which allows the pressure in the cylinder 76 to escape through the lower chamber 96 and out into the atmosphere. In view of the fact that liquid carbonlc-acid gas is held under a very hlgh pressure it is necessary to employ The l the pressure-reducer 79, heretofore described, which allows a high pressure to enter through. the pipe 78 and strike against the tapered end 86 of the valve-stem, which serves to force back the piston 87, unseating the valvestem and allowing the Huid to flow through the passages 80 and act upon the enlarged. end of the piston 87. This allows it to expand, reducing its pressure, and the fluid will fiow continuously until the pressure at both ends of the movable member in the reducer is equalized. This equalization will take place when the products obtained by multiplying the degree of pressure by the area acted upon are equal at both ends of the movable member.

As has been already stated, the fingers 46a and 47a on the local circuit-closer are reversely positioned with respect to the lingers 46 and 47 on the valve-circuit closer. The reason for this is that it is desirable to have the valve-circuit closer begin its operation as soon as the train has passed onto the primary contacts at either side of the gate and irnmediately close the valve-circuit for a predetermined period of time while the train is approaching the gate. It is desirable, however, that the circuit through the local-circuit closer be not established until the last wheels of the train have actually passed the road-crossing and the local contacts at that point. For this reason the finger 28 of the local-circuit closer will normally occupy the position shown in Fig. 6a. As soon as the front wheels of the train bridge the local contacts and establish a circuit through the localcircuit closer the armature will be drawn down out of en agement with the finger 46 into the path of travel of the finger 47a, and the conductive disk 49 will be moved but a fraction of a revolution, and the movement will not be sufficient to bring the conductive portion of the disk 49 into contact with the brush 51. When the last wheels of the departing train have left the local contacts, the armature and finger 28 will of course rise out of abutment with the lower fin er 47a, after which the conductive disk wil be free to make a complete revolution, bringing the brush 51 into contact with the conductive portion of the disk and closing the circuit for a predetermined period of time until the departing train has assed the farther primary contactoints. Xcept for this slight change in the re ative position of the fingers the two closers are of similar construction, and this change in adjustment holds the gates closed until the entire train has passed the roadcrossing. In order, however, that the localcircuit closer be not successively actuated by each pair of wheels on the train, it is necessary that the len th of the local contacts be sufficient to bri ge the longitudinal distance between any two airs of wheels on a train, so that the loca circuit will remain IOO IOS

IlO

closed continuously during the entire passage of the train over the road-crossing.

It will be seen from the `foregoing description that the device of the present invention is adapted to operate in 'a manner which 'will be satisfactory under all conditions. The gates under no circumstances will remainv closed for a longer period of time than that occupied during one revolution of the closer,v and revision is made for naising the gates at allptimes after a train `has actually passed the crossing. The valve-actuating mechanism is one which can be readily installed and suitably protected by the ate-box, which will also serve as a receptac e or shelter for the electric apparatus heretofore described, although said apparatus may be suitably located at any pomt along the iineA By using liquid carbonio-acid gas sufficient liquid ma be stored up in a small steel bottle or tan to operate the gates for a long period of time, and in View of the small amount of space occupied and the light Weight of the tanks or bottles no difliculty will be eX erienced in renewing the supply of pressure y providing a new bottle of the liquid gas when necessary.

That l regard as new, and desire to secure by Letters Patent, iswa 1. In an automatic railway safety-gate, an actuating mechanism for the gate adapted to be operated by fluid-pressure, a Valve controlling the flow of fluid-pressure to the actuating device, an elcctromagnet adapted to actuate the valve, a line-circuit adapted to be closed by the passage of a train over the track, a circuit --closer adapted to be actuated by the closing of the line-circuit, a valve-circuit leading from the circuit-closer to the valve-actuating electromarfnet, and means for maintaining a closed circuit through the closer for a predetermined period oi time, substantially as described.

2. In an automatic railway safety-gate, the combination of an actuating mechanism for the gate, adapted to be operated by uidpressure, a valve controlling the flow of fluidpressure to the actuating device, and an electromagnet adapted to actuate the valve, a line-circuit adapted to be closed by the passage of a train over the track, a circuitcloser adapted to be actuated by the closing of the line-circuit, a valve-circuit leading from the circuit-closer to the valve-operating elctromagnet and means for maintaining a closed circuit through the circuit-closer for a predetermined period of time after the pri'- mary closer has been broken, substantially as described.

3. ln an automatic railway safety/gate the combination of an actuating mechanism for the gate, ada ted to be operated by Huidpressure, a ya ve controlling the flow of fluidpressure to the actuating device, and an electromagnet adapted to actuate the Valve, a y line-circuit adapted to be closed by the pas- L Sage of a train over the track, a circuit-closer adapted Ato be actuated by the closing of the line-'circuit a valve=circuit leading trom the circuit-closer to the valve-operating electromagnet and means for maintainin a closed circuit through 'the circuit-closer or a predetermined period o time after vthe primary closer has been broken, and a circuit-breaker in 'the valve-circuit adapted to be actuated b'y the passage of a tram past the gate for breaking the valve-circuit and allowing the gate to immediately rise, substantially as described.

4. In an automatic railway safety-gate, the combination of an actuating mechanism for the gate, Vada ted to be operated by fluidpressure, a va ve controlling the fionY of Huidpressure to the actuating device, and an electromagnet adapted to actuate the Valve, a line-circuit adapted to be closed by the passage of a train over the track, a circuit-closer adapted to be actuated by the closing of the line-circuit, a valve-circuit leadingirom the circuit-eloser to the valve-operating electromagnet and means for maintaining a closed circuit throu li a circuit-closer for a predetermined perio of time after the primary circuit has been broken, a local circuit adapted to be closed by the passage of a train past the gate, a local-circuit closer adapted to be actuated for a redetermined period of time by the closing o the local circuit, and a circuitbreaker in the valve-circuit adapted to be actuated by the circuit-closer for breaking the valve-circuit for a predetermined period of time, substantially as described,

5. In an automatic: railway safety-gate, the combination of a gate-ciosing mechanism adapted to be operated by finiti-pressure, a valve controlling the admission of fluid-pressure, an electromagnet adapted to actuatc the valve, a line-circuit extending in opposite directions from the gate and adapte to be closed by the passage of a train toward the gate from either direction, a line-circuit closer adapted to be actuated by the closing of' the line-circuit from either direction, circuit-breakers in the line-circuit on opposite sides of the line-circuit closer, a valve-circuit for actuating the valve-o erating electromagnet and adapted to be c osed by the linecircuit einser, a circuit-breaker in the valve circuit and a local circuit adapted to be closed by the passage of a train past the gaie for simultanemxsly breaking the line-circuit and the valve-circuit, substantially as dcscribed.

6. ln an automatic railway safety-gate, the combination of a gate-closing mechanism adapted to be operated by fluid-pressure, a valve controlling the admission of {luid-pressure, an electromagnet adapted to actuato the valve, a line-circuit extending in o posite directions from the gate and adapte to be closed by the passage of a train toward the IIO gate from either direction, a line circuit closer adapted to be actuated. b the closing of the liine-circuit from either iection, circuit-breakers in the line-circuit 'on opposite sides of the line-circuit closer, a valve-circuit for actuating the valve-operating electromagnet and adapted to be c osed by the linecircuit closer, a circuit-breaker in the valvecircuit, a local circuit adapted to be closed b f the passage of a train past the gate, a loca cireuit-closer adapted to be actuated for a predetermined period of time by the closing of the local circuit, and a breaker-circuit leading to the three circuit-breakers and adapted to be closed for a predetermined period of time by the local-circuit closer, substantially as described.

". In an automatic railway safetygate, the I combination of a gate-shaft, a piston for ro' tuting the gateshaft, a cylinder within which the piston is located, a pressure-supply tank, a pipe leading therefrom to the cylinder, a valve located in said pipe and consisting of a valve-casing having therein a movable valvestem, a lever pivoted to the valve-stem for operating the same, a spring for normally holdingr the valve-stem seated, and an electromagnet adapted to draw down the free end of the lever against the tension of the spring to open the valve, substantially as described.

HENRY E. BARTLETT.

Witnesses:

OSCAR W. BOND, WALKER BANNING. 

